Air-brake safety appliance



' H. C. STOKES.

AIR BRAKE SAFETY APPLIANCE.

APPLICATION FILED SEPT. 29, 1920.

Patented Jul 19, 1921.

I mmnt c. s'roxns, or suu'rna, sou'rn canonnra.

AIR-BRAKE SAFETY APPLIANCE.

Specification of Letters Patent.

Patented July 19, 1921.

Application filed September 29. 1920. al rm. 413,503.

To allwhomitmayconcem: y Y

Be it known that I, HENRY C. S roKns, a citizen of the United States, residm at Sumter, in the county of Sumter and tate of South Carolina, have invented certain new and useful Improvements in Air-Brake Safety Appliances, of which the following is a speci cation.

Thls invention relates to air brake safety appliances, and more particularly to means for applying the air brakes throughout the train in case any ofthebrakes orbrake beams on any of the trucks should become displaced, and also to the provision of a frame structure mounted beneath the brake beams for preventing them from dro ping below the trucks in case they should fa l.

Another feature of the invention resides in the arrangement, and form of valve mechanism for lettin air esca e from the train ipe in case the rakes or rake beams should become displaced.

Further features and deta1ls of the invention will appear as described in connection with the accom anyin;l drawings and hereinafter set fort and aimed.

Referring to the drawings forming a part of this specification, like numerals of refer- ]ence designate corresponding parts in the fi res, in which- %igure 1 is a diagrammatic perspect ve view illustrating an application of my 1nvention, and

Fi 2 is a longitudmal sectional new of a va ve structure particularly ada ted for use in connection wlth the system 11 ustrated in Fi 1.

In ig. 1 of the drawings, the reference numeral 10 indicates a section of the usual train pipe employed in air brake systems, and 11 represents a valve which 1s connected with the train pipe by pipe 12 which may have a cut oil cock 13. o

A lever 14, pivoted a pro ect1on 15 on valve 11, isconnected wlth a link 16, whlch in turn is connected with link 17, and bellcrank levers 18 and 19.

The bell-crank levers, 18 and 19, each comprise pivot rods 20, carried by han ers 21, which are adapted to be supporte on the car sills or in any desired manner. Lever arms 22, are mounted on the middle of these rods 20, for connecting them with the links 16 and 17, and on the outer ends of these rods are lever arms 23, normally horizontal and extending under the brake beams 24 and 25. p f

Thehangers 21 also carry rods 26, which provide a frame structure for supporting the rakes and brake beams if they should fall.

The valve 11, heretofore referred to, is preferably made with a two part casing comprising castings 27 and 28. These castings each have flanges 29 and 30, which are fastened to ether by bolts 31 retaining the valve mem ers 32 and 33 between them. The member 32 is apertured and rovided with a conical member 34 fastene thereto or formed integral therewith, providing a seat for the valve 36 mounted on one end of the valve rod 37, which is connected with the lever 14, at its other end. The member 33 provides a bearing through which rod 37 can reciprocate, and the end of the casting 28 1s apertured providing another bearing for rod 37. A valve spring 38 positioned on rod 37 rests against the bearing portion of member 33 for normally holding the valve member 36 seated in the conical member 34. Valve rod 37 is provided with ratchet teeth '39 which areengaged by a spring pressed pawl 40 for holding the valve 36 open after lever 14 has been actuated. An aperture 41 affords a vent for the valve member and is of such a size as will permit the air in the train pipe to escape slowly for effecting a gradual application of the brakes.

It will be apparent that if any of the brakes should dro the lever arms 23 would be tilted down an drag on the link 16 and lever 14 to operate the valve 11 for letting air out of the train pipe for applying the brakes, and the frame structure Wlll su port the members from falling to the ground In case the links 16 or 17, or any of the operating mechanism should be broken during the operation, the spring pressed pawl 40, cooperating with ratchet 39, prevents the valve rod 37 from being retracted until the pawl member has been manually withdrawn b operation of the handle on top of the paw The cut off cook 13 can be used to prevent the esca e of air in case valve 11 should become efective or inoperative.

Having shown and described one embodiment of m invention I do not desire to have it confine closely to the specific structure shown, it being understood that changes may be made in form, proportion, and organization of its various parts without departing [from the spirit oftheinvention as indicated tem, levers comprising rods pivotall mounted adjacent to each brake beam 0 a truck having arms extending under the beams adj acent to theiends thereof and adapted to be actuated by the'displacement of any of the brakes or brake beams, a valve actuating rod connected with said valve and extending to said levers, and arms on said pivoted rods connected with said actuating rod whereby said valve will be opened when said levers have been'actuated.

2; A: frame structure for brake beams comprising hangers, levers pivoted in said hangers having arms adapted to be actuated by the dis )lacement of the brakes or brake beams, 1i connecting said levers with a valve in the train pipe of an air brake system, and frame rods carried by said hangers for supporting the brake beams in case they should fall from their normal position.

3. In combination with a railway air brake system, a valve for exhausting air from the train pipe for actuating the system, and provided with a casing, levers adapted to be actuated by the displacement of the brakes or brake beams connected with said valve for opening the same, and means within the valve casing for maintaining said valve open after it has once been actuated by said levers.

In testimony whereof I aflix my signature.

HENRY C. STOKES. 

